Engine mounting for automotive vehicles



Nov. 27, 1934. R. s. TROTT ENGINE MOUNTING FOR AUTOMOTIVE VEHICLESOriginal Filed Nov. 25, 1929 3 Sheets-Sheet l R m m m Nov. 27, 1934. R.s. TROTT ENGINE MOUNTING FOR AUTOMOTIVE VEHICLES Original Filed Nov. 25,1929 3 Sheets-Sheet 2 INVENTOR. mil/4 7% FTC-1. 9.

Nov. 27, 1934. R. s TROTT 1,982,594

I ENGINE MOUNTING FOR AUTOMOTIVE VEHICLES Original Filed Nov. 25; 1929 3Sheets-Sheet 3 I 1 2 I L 7 7g F7612 z 7 INVENTOR. L77 W 4f 7% PatentedNev; 27, 1934 PATENT;- OFFICE ENGINE MOUNTING FOR AUTOMOTIVE VEHICLESRolland S. Trott, Denver, Colo. Continuance of original applicationNovember 25,

1929, Serial No.

409,572. This application November 10, 1932, Serial No. 642,042

41 Claims.

My invention relates to engine mountings for automotive vehicles and isa continuation of my application Serial No. 409,572, filed November 25,1929,.and is also an improvement over my former invention in Automotivevehicles, application for Letters Patent on which was filed November24th,

1928, the serial number being 321,634, now Patent No. 1,890,871, grantedDecember 13, 1932.

In my former application, Serial No. 321,634, mentioned above, thetorque was entirely taken at all times by the front mounting, and whenthe engine was running the car, and the explo 'sions therefore wereoccurring with little time interval between them, there wascomparatively little engine oscillation. This I believe was due to theinertia of the mass of-the engine unit combined with the too short atime interval between explosions to permit much movement of the enginemass. But, when the engine was idling, and hence running slowly, thetime between the explosions was very much greater, and this extra timeelement resulted in an increased amplitude of oscillation for the engineunit. Although the engine would settle down and run evenly and oscillatebut slightly when it was run at a higher speed, there was an increasedamount of oscillation at the slower speeds.

An object of my present invention is to provide an engine mounting whichunder normal running conditions will transmit most of the engine torquereaction through the front mounting with less of it passing through therear mounting, said rear mounting. taking a decreased amount of torqueas the amount of oscillation decreases.

, Another object of my present invention is to provide an engine unitmounting and frame construction which will mount the front of the engineunit by a spring mounting carried directly upon the front axle andseparate from the frame of the vehicle, and without the necessity of theuse of rubber bumpers or other spring control devices between the frontof the engine and the adjacent portions of the frame.

A further object is to provide an engine mounting which will mount therear of the engine unit upon the frame substantially pivotally and by acheap and reliable construction, which may be capable of taking some ofthe torque, taking more torque as the speed decreases. "1

mounting in which the front and rear supports of the engine unit maywith slight variations for different makes of vehicles, be designed tobe attached to vehicles after they have been manufactured with a minimumof alteration required A further object is to provide such an engine.

in the manufactured vehicle, so that the engine mounting may be made andsold as an accessory or replacement mounting.

A further object is to provide such an engine mounting which may beincorporated into the vehicle as it is being manufactured by slightalterations in the design of the vehicle, and at little, if any,additional cost. I

I attain the above objects by providing a mounting for the front of theengine unit preferably including a properly cambered torque spring ofproper strength and characteristics, running parallel with the frontaxle, shackled at its ends to shackle brackets properly spaced, whichclamp upon the springs or radius or axle members, the center of thetorque spring being bolted to a spring seat which in turn is bolted tothe front of the engine; and by providing a substantially pivotalmounting for the rear of the engine unit, preferably including amoulded, externally grooved rubber ring, fitting about the universaljoint housing or other external member or portion of the engine unit andhaving support means carried by the frame and supporting the rear of theengine unit through the rubber ring.

All of the above constructions are fully described below and areillustrated in-the drawings, in which:

Fig. 1 is a fragmentary front elevation of one form of the frontmounting construction, with the co-acting parts of the vehicle shown indotted mes.

Fig. 2 is a top planview of Fig. 1;"

Fig. 3 is a fragmentary section of one for of the rear mountingconstruction, with some of the co-acting parts of the vehicle shown indotted lines. l

Fig. 4 is a top plan view and partial section of the rear mounting shownin Fig. 3, and showing a part of the coacting cross-member of the frame.

Fig. 5 is a side elevation of Fig. 3 without the coacting parts of thevehicle. v

Fig. 6 is a fragmentary side elevation partly in section of a modifiedform of the front mounting, with some of the co-acting parts of thevehicle shown in dotted lines.

Fig. '7 is a fragmentary side elevation partly in section of anothermodified form of front of oscillation. 11o

Fig. 9 shows diagrammatically, the parts of one form of throttle controlconstruction.

Fig. 10 shows diagrammatically the parts of one form of spark controlconstruction.

Fig. 11 shows diagrammatically a side view in partial section, of oneform of pedal control construction.

Fig. 12 shows a side view in partial section of one form of transmissioncontrol construction.

The spring seat 1-, is in the form of a pedestal provided with theengine contacting portions 2, which may be vertical as shown in Figs. 1and 2, or horizontal as shown at 2' in Fig. 6, depending upon the designand constructionof the particular engine to which it is to be fitted.

If required by the engine in question both horizontal and verticalengine-contacting portions may be used, or oblique portions such asshown at 2" in Fig. 7, or vertical, horizontal and oblique portions mayall be used just so long as the spring seat is properly fitted andmounted upon the engine, as anyone versed in such matters will readilyperceive.

In some engines, the spring seat may be designed to replace somebolted-on portion of the manufactured engine, so as to serve a doublepur-- pose, or may be made as an integral part of the engine, but in anycase, however, it is attached to the engine, and whatever other dutiesit may perform, the spring seat serves to mount the front end of theengine upon the torque spring 3.

The spring 3 is to be properly and securely attached to the spring seat1 as by the U-bolts 4 and the nuts 5.

The outer ends of the spring 8 are provided with bushed eyes and receivethe shackles 6 which are mounted on the shackle-brackets 7.

The shackle-brackets 7 are shown as clamped by the bolts 8 and nuts 9 tothe radius members 82 of the front axle 83, in the construction shown inFigs. 1 and 2, or to the front axle springs in the construction shown inFigs. 6 and 7. The members 82 maybe separate, or in a one-piecewish-bone form, and in either case may be pivotally" mounted either onthe engine unit or on the frame of the vehicle, both of which arewellknown constructions and are not shown in the' drawings.

Clamping the shackle-brackets on either the radius members or thesprings, in effect, mounts the torque spring 3 directly on the frontaxle of the vehicle; but any other method or construction desired may beemployed so long as the result is in general the same in providing aresilient mounting for the front of the engine unit directly on thefront axle separate from the frame.

In any case, the shackle brackets provide a cheap, simple and practicalmethod of mounting the torque spring 3 on the front axle of a vehicleeither during the process of manufacture or after the vehicle has beenmanufactured.

The set-screws 10 and lock-nuts 11 are used in the brackets 7 to insurea stationary mounting of the shackle-brackets and may be eliminated ifdesired, and the clamp of the bracket alone relied upon for thepositioning thereof. Also, should the shackle brackets be made anintegral part of the axle, of course, the setscrews and lock-nuts willnot be needed.

The distance between the shackle brackets should be sufficiently greaterthan the length of the loaded cambered torque spring 3, to give an angleto the torque spring shackles which should be in proper relation to theamount of camber of the spring and the number of its leaves and the loadupon the spring, to give the vertical spring action desired for thefront end of the engine.

In one certain tested construction this resulted in giving the shackleswhen equally angled, a normal position forty-five (45) degrees -or morefrom the vertical line through their bracket ends, and extending inward,as indicated by the dotted lines at and y in Fig. 1.

This considerable inward angle not only prevents excessive side sway ofthe front end of the engine over rough roads, but also has a snubbingeffect upon the action of the spring, which, when properly combined withthe other factors mentioned gives the engine substantially thesamevertical movements over rough roads as is given the front end of theframe by the weakened frame springs" when controlled by shock absorbers,and with the shackles more nearly vertical.

Changev of the number of leaves or of the camber of the frame spring 81,or of the adjustment of the shock absorbers (not shown) 'will change thevertical movement of the frame, and these changes can be used to assistin getting substantial unison of action of the frame and the front ofthe engine; and change of the number of leaves and of the camber of thetorque spring coupled with change in the distance between the twoshackle brackets 7, with the resulting change in the inward angle of theshackles 6, may also be used, so that not only the front'of the engineand the frame will move vertically in substantial unison but the amountof this movement desired may be obtained quite closely. It is thoughtthis explanation will permit anyone well versed in such matters to makethe proper combination and proportion of parts to provide all of theresults desired for any particular design of vehicle.

It is found, however, that the torque of the engine when runanti-clockwise, which is the usual direction of rotation when viewedfrom the driver's seat, tends to raise the left end of To maintain theengine in the center, of the frame in spite of this movement of thetorque spring, so that the starting crank (not shown) in case of need,can be easily inserted, the seat 1 is mounted on the spring 3 off-centerto the left an amount represented as Z in Fig. 2, equal to the off-setto the right, of the torque spring.

Accommodation for the tilt of the spring 3, due to the above statedposition assumed by the shackles, may be made in the seat 1, or in itsconnection to the engine, if desired, but it will generally be too smallin amount to show up in the drawings very clearly, and generally can beretained without discovery by the casual observer.

I In the construction shown in Figs. 1 and 2, which is for a Fordautomobile, four of the ten leaves of the ordinary front spring 81, arere-, moved and are replaced by the metal spacer 12, which is providedwith the risers 13 at each end.

to bring the frame to the standard height above the axle after theremoval of the four leaves as stated, and the consequent lowering andweakening of the spring 81.

The spacer 12 thusforms a replacement spring seat for the frame spring81, whose spring con tacting surface can be varied to change the camberof the spring and to lower orraise the frame as desired by change of theheight of the risers 13 and consequent change of the curve to which thecenter of the spring is forced by the U-bolts. I

The four removed leaves, with three additional leaves similar to threewhich were retained in the front spring 81, go to makeup the torquespring 3, in this particular make of car.

This construction .not only insures the two springs with theirrespective loads having almost identical action over the obstacles andinequalities of the road, but also permits the use of the standardshackles, so that the only parts not standard, which must be providedfor the front mounting in a car of this make, are the shackle brackets,bolts, nuts, set-screws and lock-nuts if used, and the spring seatandspacer.

For the particular make of car for which the form shown in Figs. 1 and 2is adapted, the standard engine mounting bolts 36.are employed to attachthe spring seat 1 to the engine.

It has been found that by the selection of the proper relative number ofleaves for the frame and torque springs, by providing the proper springcontact surface on the spacer 12, by providing the proper spring contactsurface on the engine spring seat, by providing the proper camber forthe torque spring, and by providing a shackle bracket construction orposition to locate the outer ends of the shackles to give them theproper inward angle, the movements of the frame and of the engine may beso closely harmonized, even though the frame spring action is controlledby hydraulic shock-absorbers, that there is no contact between thespring-seat and the front cross-member of the frame or parts mountedthereon under the roughest possible road conditions if a clearanee ofseven-eighths ofan inch is normally provided between them. Thespring-seat 1 has the safety lugs 91, which normally clear the uppersurface of the front frame cross-member 84 by about seven-eighths of aninch. These lugs never touch the crossmember 84 if the springs areproperly harmonized, but serve to support the engine on the crossmemberin case of breakage or wreck such as would otherwise allow the engine todrop.

The front frame cross-member 84 is out along 'the line C--C to provideclearance in such a case for the fan belt pulley, while still notpermitting the downward passage thereby of the lugs 91.

In theyform of rear mounting shown in Figs. 3, 4 and 5, and whichspecific construction is claimed in a companion application, Serial No.599,249, filed March 10, 1932, the rubber ring 14, preferably composedof two substantially halfcircular pieces, is moulded to fit the outercontour of an external part at the rear of the transmission case, suchas the universaljoint housing 37, shown by dotted lines in Fig. 3. Ifdesired, the outer contour of the ring 14 may be made slightlyelliptical with the long axis horizontal. The effect of this is toprevent relative movement of the rubber and the support while themolding of the rubber to fit the housing 37 causes a'gripping of thelatter sufficient to reduce the free pivotal action provided by themountingsufficient to take torque at slow engine speeds, and takes adecreased amount of torque at higher speeds when the amount ofoscillation decreases. So the net result is that the ring reduces thefree movement of the engine.

The support member 15 is properly attached to the cross-member 38 of theframe, and the strap member 16 fits in the groove 17 of the rubber ring14 and is supported by the support member 15 by the nuts 16'.

When the nuts 16' are tightened, the rubber of the ring 14 is compressedon the housing 37, and this may be carried to the point where the ring14 securely grips the housing, thereby transmitting more and more torquereaction through the rubber, thereby decreasing the amount of theoscillation and making the engine steadier. The compression of therubber ring 14 should be such as to make the engine unit the most steadypos-' sible without vibration being transmitted through the rubber, andthis compression can be increased with decreased oscillation but shouldnot go to the ,point where it begins to transmit noticeable vibration tothe frame.

The support member 15 is provided with a spacer member 18, which may bemade integral with the member 15 or separate as shown, and this member18 fits in the groove 1'7 of the ring 14, which construction assists inholding the spacer member 18 in place.

The spacer member 18 may be made of wood as shown or of any other propermaterial or construction so long as it acts to position the ring 14 withrespect to the support member 15.

' The depth of thespa-cer member 18 is proportioned so that when therear of the power plant is at the desired height, the strap member 16pulls the rubber ring up against the spacer member 18, the requiredcompression of the rubber being provided by the proper depth of thespacer member 18.

Thus the rear of the power plant is properly supported and positionedand the resilience of the rubber ring 14,,permits the necessary slightpivotal movements of the power plant with respect to the frame due tothe give of the torque spring 3 and thefiow of the rubber ring 14 in Themounting of the-engine unit composed of an engine and its flywheel and atransmission on the torque spring 3 at the front and on the rubber ring14 at the rear, so that the flywheel and the bulk of the engine unit arebetween these'two points of support, allows the engine unit to oscillateabout a longitudinal oblique axis designated X-X in Fig. 8 due to theimpulses incident to the operation of the engine unit, while at the sametime "having a restrained freedom of movement in any direction', throughan orbit in a closed path, which is greater at the front than at therear. The/spring 3 and its shackles 6 allow such movement at the. front,while the mounting 14 permits such movemcnt at the rear, andbothmountings restrain freedom of movement. I have found'from the use ofthe mountvehicle.

ings set forth in this application that when the engine is running atnormal or high speeds, it will oscillate about a longitudinal axis thatextends forward from the rear mounting longitudinally of the engineunit. Actual tests have shown that at low speeds when the engine ispulling, the

engine unit oscillates about an axis extending approximately through thetop leaf of the engine spring, as shown at X-X in Fig. 8. The characterand location of the rear mounting keeps the axis at the rearapproximately at the crank-shaft axis.

In the rear mounting construction shown in Figs. 3, 4 and 5, the engineunit, whether it includes the transmission and universal jointconstruction or not, is mounted upon the frame by a rubber ring whichpermits substantially universal pivotal movement between the engineunitand the frame at that point.

In either case, it will be observed that by proper moulding of therubber ring, and by proper construction of the support member, the rearmounting may be adapted to any make or design of automotive vehicle,whether the engine is in a unit power plant construction or is separatefrom the transmission.

In the same way, by the proper design and construction of the torquespring seat, the torque spring and its connection with the front axle,the front mounting may be designed and constructed to be mounted uponand to operate properly with any make or design of automotive Onewell-known form of construction for the control of the throttle and ofthe spark of an automotive vehicle is provided by two ball-ended leversconnected by a rod having spring-held ball-fitting sockets at the ends.

I fitting sockets at its ends.

. stantially the same as described for Fig. 9, the 'result being a sparkcontrol which is practically Fig. 9 shows in solid lines the accessoryreplacement member 40 for mounting the, accelerator shaft andhand-throttle bell-crank on the body, dash, or foot-boards of the Fordcar mentioned above. The ball-ended lev'er41 secured upon theaccelerator shaft 42 does notmove with the englue in its torquecushioning actions. The ballended lever 40' on the carburetor, moveswith the engine in its torque cushioning movements, which aresubstantially transverse. The rod 43 is provided with ball-fittingsockets which are mounted upon the balls of the arms 41 and 40'.

Since the rod 43 extends practically at rightangles to the torquecushioning engine movements, the carburetor end of the rod 43 describesan arc A, whose center is the center of the ball on the arm 41. Thusthere is substantially no change in the setting of the carburetorthrottle due-to the engine torque cushioning movements.

Any other proper'method or construction for the throttle control may beemployed so long as the results are satisfactory and reliable.

In Fig. 10 is shown a construction which does the same for the sparkcontrol as is done for the throttle control by the construction shown inFig. 9. The base 48 is to be properly mounted upon the body, dash, orfoot-boards, and pivotally mounts the bell-crank 46. The ball-endeddistributor lever 45 is connected to the ball-ended lever 4'7 of thebell-crank 46 by the forwardly extending rod 44, which is provided withball- The action is subi niafiected by the torque cushioning enginemove- Any other proper method or construction for the control of thespark may be employed so long as the results are satisfactory andreliable.

In Fig. 11 is shown the pedal control construction which may be employedif desired, to reduce or eliminate movement of the pedals due torelative movement between the frame and the engine unit. The clutchpedal is cut off as at 51, forming the clutch lever 50, which isprovided with the hole 52 for the reception of one end of the spring 53,and has securely attached to it the ball-member 54.

The pedal support shaft 55 is properly mounted upon the side framemembers 56, and carries the pivotally mounted pedal 57, which has thehole 58 for the reception of the other end of the spring 53, and hasstop-arm 59, and is provided with the hole 60 for the reception of anend of spring 61. The other end of the spring 61 is received by the hole62 in the arm 63 of the shaft 55. The spring 61 holds the pedal 57 backin place with the stop arm 59 against the shaft 55. The pedal 5'7 isprovided also with ball 65, and a rod '64 has socketed ends which fitthe balls 54 and 65, the engagement being maintained by the spring 53.

The brake pedal may be mounted upon the shaft 55, and properly connectedin the usual manner, or the clutch pedal 5'7 may also be used as thebrake pedal if desired by connecting thereto the brake connection as at66.

In any case it will be seen that the radial movement of the rod 64 willpractically eliminate any movement of the clutch pedal 5'7 due torelative movement between the frame and the engine unit. I

Any other proper method or construction whereby this result is obtainedmay be employed if desired, so long as the resultis satisfactory andreliable.

In Fig. 12 is shown one method of transmission control whereby therelative movement of engine unit and frame will not affect the operationor setting of the transmission. The cross-member '70 is properly securedto the frame '71 and carries the shift lever housing '72, in which .ismounted the shift lever '73. The housing '72.carries the selector rods74 (only one of which is shown), which are provided with the balls '75.

The shifter rods '76 (only one of which is shown) extend from thetransmission '77 and are provided with the balls '78. The rods '79 areprovided with ball-fitting sockets atthe ends which engage the balls '75and '78.

This construction permits relative transverse movement between theengine unit and the frame without affecting the operation or the settingof the transmission. Any other proper method or construction whereby thesame general ends may be obtained may be employed so long as the resultsare satisfactory and reliable.

Having now described my invention, what I claim as new, and desire toprotect by Letters Patent, is as follows:

1. In an automotive vehicle having a frame, a front axle, and a springmounting construction supporting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a spring constructioncarried by a bracketon the engine unit and supported by the front axleat two points, and a rubber mounting at the rear of the engine unit andin engagement with an external part thereof, and means supporting therubber mounting upon the frame.

2. In an automotive vehicle having a frame, a

front axle, and a spring mounting construction supporting the frame onthe front axle, an engine unit, a mounting for the engine unitcomprising a spring seat carried by the engine unit, a spring mountingconstruction attached to the spring seat and secured to and supported bythe front axle at two points, and a rubber member having an outersurface elongated horizontally carried by an external part adjacent therear of the engine unit, and means supporting the rear of the engineunit through said rubber member upon the frame.

3. In an automotive vehicle having a frame, a front axle, and a springmounting construction supporting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a spring constructioncarried by a bracket on the engine unit and by the front axleindependent of the frame, and resilient means supporting the rear of theengine unit uponthe frame and permitting substantially universalmovement.

4. In an automotive vehicle having a frame, a front axle, and a springmounting construction supporting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a spring seat carried bythe engine unit, a spring attached to the spring seat, means mountingthe spring on the front axle and permitting its deflection, and meansincluding a rubber mounting member supporting the rear of the engineunit upon the frame and permitting substantially universal movement.

5. In an automotive vehicle having a frame, a front axle, and a springmounting construction mounting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a single spring attachedto a, bracket supporting the front of the engine unit and supported*upon the front axle independent of the frame, said spring constructionsbeing proportioned to the loads they carry to provide substantiallyequal deflections in service, and resilient means mounting the rear ofthe engine unit upon the frame and permitting substantially universalmovement.

6. In an automotive vehicle having a frame, a front axle, and a springmounting construction mounting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a springconstructionmounting the front of the engine unit on the front axle andincluding a bracket on the engine unit attached to the center of thespring, and brackets carried by the front axle and supporting the endsof the spring, and means mounting the rear of the engine unit on theframe.

7. In an automotive vehicle having a frame, a front axle, and a springmounting construction mounting the frame'on the front axle independentof the engine unit, an engine unit, a mounting for the engine unitcomprising a spring carried by the front of the engine unit transverselythereof, and shackles mounting the spring ends on the front axle, theengine unit being off-center on the spring an amount substantially equalto the offcenter swing of the spring on its shackles under the action ofthe engine torque, and opposite in direction, whereby the engine unitwill be central with the frame when the said spring is off-center asstated, and means mounting the rear of the engine unit on the frame andpermitting substantially universal movement.

8. In an automotive vehicle having a frame with a front cross-member, afront axle, and a spring mounting construction mounting the frame on thefront axle, an engine unit having a fan belt pulley and a spring-seat, aspring attached to the springseat and supporting the front of the engineunit, and carried by the front axle, thesaid front crossmember of theframe being formed to clear the spring seat and the said pulley, andmeans mounting the rear of the engine unit on the frame and permittingsubstantially universal movement.

9. In an automotive vehicle having a frame with a front cross-member, afront axle, and a spring mounting construction mounting the frame on thefront axle, an engine unit, a spring seat carried by the front of theengine unit and having a portion extending forward under and spaced fromsaid frame cross-member, and having portions extending forward above andspaced from said frame cross-member, a spring secured to said springseat and carried by the front axle, and

means mounting the rear of the engine unit and said mountings combiningto resiliently support the engine unit and to resiliently opposeoscillation thereof.

11. In an automotive vehicle having a front axle, a frame, and an engineunit, each separately and resiliently and directly mounted'upon thefront axle adjacent their front ends, and a mounting for the rear of theengine unit directly upon the frame containing a rubber constructioninsulating the engine unit from the frame and permitting substantiallyuniversal movement and resiliently opposing'oscillation thereof.

12. In an automotive vehicle having a frame, a front axle, and a springmounting construction supporting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a spring seat carried bythe engine unit, a spring attached to the spring seat, means mountingthe spring on the front axle and permitting its deflection, a universaljoint housing carried by the rear of the engine unit, and meansincluding a rubber member moulded to fit the exterior surface of saidhousing supporting the rear of the engine unit on the frame andpermitting substantially universal movement.

13. In an automotive vehicle having a frame, a front axle, and a springmounting construction supporting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a spring seat carried bythe engine unit, a spring mounting construction attached to thespringseat' and secured to and supported by the front axle at, twopoints, a non-metallic member carried by an external part adjacent therear of the engine unit, and means clamped around said non-metallicmember supporting the rear of the engine unit through said non-metallicmember upon the frame. v

14. In an automotive vehicle havinga frame, a front axle, and a springmounting construction supporting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a spring seat carried bythe engine unit, a spring attached to the spring-seat, means mountingthe the frame engaging said non-metallic member and forming with themounting member and the non-metallic member a substantially universalmounting for the rear end of the engine unit upon the frame.-

15. The combination in a motor vehicle, of an engine unit including anengine portion and a transmission portion which has a tendency to torquecushioning oscillatory movements about a longitudinal axis duringoperation, longitudinally spaced resilient mounting structures on thevehicle and supporting the engine unit, one of said mounting structuresbeing of approximately arcuate configuration and supporting thetransmission portion with the center of said arcuate configurationapproximately concentric with the axis of the crank-shaft of the engineand with the longitudinal axis of oscillation of the engine unit andyieldingly opposing said oscillatory movement, the other mountingstructure being associated with the engine portion and approximatelysymmetrical with respect to the longitudinal central vertical plane ofthe engine unit and cooperating with the first-mentionedmountingstructure to resiliently limit said oscillatory movements of the engineunit.

16. The combination in a motor vehicle, of an engine unit mounted fortorque cushioning oscillation about a longitudinal axis, and having aunitary engine casing enclosing a flywheel and having a projectionthereon, longitudinally spaced resilient mounting structures carried bythe vehicle and supporting the' engine unit, one of said mountingstructures being arranged to engage said projection and also. to permita degree of bodily movement in approximately all directions transverselyof the vehicle, said mounting structures being approximately symmetricalwith respect to the longitudinal central vertical plane of the engineunit and permitting movement of the engine unit with respect to thevehicle under impulses incident to the operation of the engine, theother of said mounting structures having portions thereof arrangedapproximately on an arc with the center of said are approximately on theaxis of oscillation, said last-mentioned mounting structure yieldinglyopposing engine actuated torque cushioning oscillation of the engineunit and supporting the rear portion of the engine unit by directengagement with the unitary casing in a manner to provide limiteduniversal movement and spaced from the rear of the flywheel of theengine, whereby to have the advantage of the gyroscopic action of theflywheel for reducing the engine vibration transmitted to the rearmounting, the combined action of said mountings acting to resilientlylimit the torque cushioning oscillation.

17. In an automotive vehicle, the combination with an engine unit havingan engine portion and a transmission portion, of a single mountingstructure, supported on the vehicle, for each of said portions of theengine unit and upon which the portions of the engine unit are carried,the points of connections between said mounting structures and theengine unit being disposed approximately symmetrical with respect to thelongitudinal vertical plane of the engine unit, said structures mountingsaid engine unit so as to permit torque cushioning oscillation thereofabout a longitudinal axis and both of them providing yielding oppositionto such oscillation, said mounting structure at the cylinder end of theengine unit being so constructed and arranged 1,982,594 'of the mountingmember, and means carried by as to permit orbital movement in a closedpath of said axis of oscillation at least at that end in response toimpulses incident to the operation of the engine unit.

18. In an automotive vehicle having a frame, a front axle, a springmounting construction supporting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a spring constructioncarried by a bracket on the engine unit and supported by the front axleat two points, and a rubber mounting at the rear of the engine unit andin engagement with an external part thereof, and means supporting therubber mounting upon the frame, said spring and rubber mountingconstructions acting jointly to resiliently support and resilientlyoppose oscillation of the engine unit.

19. In an automotive vehicle having a frame, a front axle, and a springmounting construction supporting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a spring constructioncarried by a bracket on the engine unit and by the front axleindependent of the frame, and resilient means supporting the rear of theengine unit on the vehicle and permitting substantially universalmovement, said spring construction and said resilient means combining toresiliently support and resiliently oppose oscillation of said engineunit.

20. In an automotive vehicle having a frame, a front axle, a transversespring mounting the frame on the front axle, an engine unit, a mountingfor the engine unit comprising a transverse spring attached to thefrontof the engine unit independent of the frame and secured to andsupported by the front axle, and resilient means mounting the rear ofthe engine unit upon the frame, said spring and resilient means actingjointly to resiliently support and resiliently oppose oscillation ofsaid engine unit.

21. In an automotive vehicle having a frame, a front axle, and a springmounting construction mounting the frame on the front axle, an engineunit, a mounting for the engine unit comprising a single spring attachedto a bracket supporting the front of the engine unit and supported uponthe front axle independent of the frame, said spring constructions beingproportioned to the loads they each carry to provide substantially equaldeflections in service, and resilient means mounting the rear of theengine unit upon the frame and permitting substantially universalmovement, said spring and resilient means cooperating to resilientlysupport and to resiliently oppose oscillation of said engine unit.

22. In an automotive vehicle having a frame, a front axle, and a springmounting construction mounting the frame on the front axle independentof the engine unit, an engine unit, a mounting for the engine unitcomprising a spring mounting construction mounting the front of theengine unit direct on the front axle independent of the frame, andresilient means mounting the rear of the engine unit on the frame andpermitting substantially universal movement, said spring mountingconstruction and said resilient means cooperating to resiliently mountand resiliently oppose oscillation of said engine unit.

23. In an automotive vehicle engine unit mounting, an engine unit, amounting for the engine unit comprising a single point resilientmounting direct on the frame of the vehicle, and a two-point resilientmounting upon the front axle of thevehicle, the front of the engine unitbeing directly spring-supported upon the last named two points, saidresilient mountings com- .bining to support and oppose the oscillationof the engine unit.

24. In an automotive vehicle engine unit mounting, an engine unit,amounting for the engine unit comprising a single point resilientmounting direct on the frame permitting substantially universalmovement, and a two-point re silient mounting upon the front axle of thevehicle upon which the front of the engine unit is directly andresiliently mounted, said resilient mountings combining to opposeoscillation of the engine unit.

25. In 'an automotive vehicle engine unit mounting for a vehicle havingan engine unit, and composed of a rubber mounting permittingsubstantially'universal movement supported upon the frame and supportinga portion-of the engine unit and a mounting supported upon the frontaxle of the vehicle and upon which the front of the engine unit isdirectly mounted, said mountings combining to resiliently support andresiliently oppose oscillation of the engine unit.

26. In an automotive vehicle engine unit mounting, a front axle, a frameand an engine unit each separately andresiliently and directly mountedupon the front axle adjacent their front ends, and a resilient directconnection between the rear portion of the engine unit and the framepermitting substantially universal movement, the mounting of the engineunit on the front axle and said resilient connection combining toresiliently 27. In an automotive vehicle having a frame, a front axle,and a spring mounting construction supporting the frame on the frontaxle, an engine unit, a mounting for the engine unit comprising a springseat carried by the engine 'unit, a spring mounting constructionattached to the spring seat and secured to and supported by the frontaxle at two points, and a non-metallic member carried by an externalpart adjacent the rear of the engine unit, and means clampable upon saidnon-metallic member supporting the rear of .the engine unit through saidnonmetallic member upon the frame, said spring mounting construction andsaid non-metallic member acting to support and resiliently oppose theoscillation of said engine unit.

28. In an automotive vehicle having a frame, a

front axle, and a spring mounting construction supporting the frameonthe front axle, an engine unit, a mounting for the engine unitcomprising a spring seat carried by the engine unit, a spring attachedto the spring seat, means mounting the spring on the front axle andpermitting its deflection, a mounting member carried by the rear portionofthe engine unit, a nonmetallic member engaging said mounting member,and means carried by the frame engaging said .nonmetallic member andforming with the mounting member and the non-metallic member asubstantially universal mounting for the rear end portion of the engineunit upon the frame, said spring and said universal mounting combiningto jointly support the engine unit and to jointly and resiliently opposeits oscillation.

29. The combination in a motor vehicle, of an engine unit having anengine end portion and a transmission end portion mounted thereon to'have torque cushioning oscillation about a longitudinal axis, each endportion of said engine unit having a single resilient mounting supportedon the vehicle, at least one of said mountings being metallic andarranged to permit limited transverse movement of an end portion of theengine unit and to yieldingly oppose the torque cushioning rollingtendency of the engine unit due to the torque impulses of the runningengine unit about a longitudinal axis, the other of said mountingscombining with the first mounting to resiliently limit said torquecushioning oscillation, said axis adjacent at least one of saidmountings being approximately coincident with the axis of the shaft ofthe engine unit.

30. The combination in a motor vehicle, of an engine -unit having aflywheel mounted thereon and having torque cushioning oscillation abouta longitudinal axis, two resilient mounting structures supported on thevehicle on which theengine umt rests and forming on opposite sides ofsaid flywheel supporting means for the engine u'nit, one mountingstructure rearwardly of the flywheel being non-metallic and arrangedapproximately on a transversely extending arc with its center above atleast a portion of said mounting structure and constructed and arrangedto yieldingly oppose the torque cushioning rolling motion of the engineunit on the mountings due to the influence incident to the operation ofthe engine unit, the other mounting structure combining with the firstmounting structure to resiliently limit said oscillation.

31. The combinationin a motor vehicle, of an engine unit having a.flywheel, two spaced resilient mountings supported by the vehicle onopposite sides of said flywheel and carrying the engine unit for torquecushioning oscillation, one

mounting being so constructed and arranged as to permit orbital movementof an end of the engine unit, the other mounting rearwardly of theflywheel being non-metallic and accommodating itself to the requirementsof the orbital movement of the first-mentioned mounting and yieldinglyopposing torque-imposed oscillation of the engine unit, saidlast-mentioned mounting being arranged on a transversely extending arc,the center of which is above at least a portion of the mounting, thejoint action of the two mountings cushioning the torque cushioningmovements due to torque impulses of the engine, and cooperating to limitsuch movements resiliently.

32. In an automotive vehicle, the combination of an engine unit havingan engine portion and a transmission portion mounted thereon for torquecushioning oscillation about a longitudinal axis, resilient meansmounting one of said portions of the engine unit on the vehicle andpermitting approximately universal movement of said portion whileholding said portion against,

substantial lateral movement and yieldingly opposing said oscillation,and resilient means mounting and supporting the other of said portionsof the engine unit on the vehicle and constructed and arranged to permitorbital movement of the engine unit at least at that end in response tothe impulses incident to the operation of the engine unit, said lastresilient means cooperating with said first resilient means toresiliently limit the amplitude of said oscillation, and

vduring operation, said power unit having engine cylinders and atransmission, a plurality of iongitudinally spaced resilient supportingstructures carried by the vehicle and on which the power unit is carriedfor yieldingly opposed torque-cushioning oscillation about alongitudinal axis, at least one of said supporting structuresconstructed and arranged to permit and limit engine actuated orbitalmovement of the cylinders about a fulcrum point remote from one end ofthe cylinders, and another of said supporting structures havingsupporting portions thereof arranged approximately on an are extendingtransversely of the vehicle and the center of which are is above atleast a portion of the mounting to provide said fulcrum point relativelyremote from one end of the cylinders and to yieldingly oppose theoscillation of the engine unit, said supporting structures co-operatingto re- ,fly limit the amplitude of said oscillation.

34. In a mounting for a multi-cylinder engine unit on a vehicle tominimize tremor in the vehicle during operation, a plurality of spacedresilient supporting structures carried by the vehicle and on which theengine unit is carried for yieldingly opposed torque cushioningoscillation about a longitudinal axis, one of said supporting structuresbeng constructed and arranged to permit and limit engine-actuatedorbital movement of the cylinders, and another of said supportingstructures being remotely spaced from the corresponding end of thecylinders and having supporting portions thereof arranged approximatelyon an arc extending transversely of the vehicle and the center of whichare is above at least a portion of the mounting to yieldingly opposesaid oscillation of the engine unit, said supporting structurescombining to resiliently limit the amplitude of said oscillation.

35. The combination in a motor vehicle, with an engine unit having aflywheel, of front and rear resilient mounting structures on oppositesides of the flywheel supporting the engine unit and supported by thevehicle, each mounting structure acting individually to yieldinglyoppose transverse movement of the engine unit in any direction, and bothmounting structures acting together to resiliently limit the amplitudeof oscillatory movements of the engine unit as a whole, at least one ofsaid mounting structures being metallic.

36. The combination in a motor vehicle, of an engine unit, a front and arear resilient mounting structure supported on the vehicle and formingsupporting means for the engine unit, whereby the engine unit may havetorque cushioning oscillation about a longitudinal axis, the rearmounting structure being non-metallic and arranged approximately on atransversely extending arc with the geometrical center of said arcapproximately at the axis of the engine unit crankshaft, said rearmounting structure being constructed and arranged to yieldingly opposethe torque cushioning oscillation of the engine unit on the mountingstructures due to the influence incident to the operation of the engineunit.

37. The combination in a motor vehicle, of an engine unit, a front and arear resilient mounting structure supported on the vehicle and on whichthe engine unit rests, whereby the engine unit mmy have torquecushioning oscillation about a single longitudinal axis, the rearmounting structure being non-metallic and arranged approximately on atransversely extending arc with the geometrical center of said arcapproximately at the axis of the engine unit crankshaft, said rearmounting structure being constructed and arranged to yieldingly opposethe torque cushioning oscillation of the engine unit on the mountingstructures due to the influence incident to the operation of the engineunit, the front mounting structure combining with the rear mountingstructure to resiliently limit said oscillation. v

38. The combination in a motor vehicle, of an engine unit, a front and arear mounting structure supported on the vehicle and forming supportingmeans for the engine unit, whereby the engine unit may have torquecushioning oscillation about a single longitudinal axis, the rearmounting structure being non-metallic having its portions arrangedapproximately on transversely extending arcs with the geometricalcenters of said arcs approximately at the longitudinal axis which issubstantially coincident with the axis of the engine unit crankshaftadjacent said rear mounting structure, said rear mounting structurebeing constructed and arranged to yieldingly oppose the torquecushioning oscillation of the engine unit on the mounting structures dueto the influence incident to the operation of the engine unit.

39. The combination in a motor vehicle, of an engine unit, a. front anda rear mounting structure supported on the vehicle and on which theengine unit rests, whereby the engine unit may have torque cushioningoscillation about a single longitudinal axis, the rear mountingstructure being non-metallic and having its portions arrangedapproximately on transversely extending arcs with the geometricalcenters of said arcs approximately at the longitudinal axis which issubstantially coincident with the axis of the engine unit crankshaftadjacent said rear mounting structure, said rear mounting structurebeing constructed and arranged to yieldingly oppose the torquecushioning oscillation of the engine unit on the mounting structures dueto the influence incident to the operation of the engine unit, the frontmounting structure combining with the rear mounting structure toresiliently limit said oscillation.

40. The combination in a motor vehicle, of an internal combustion engineunit, a front resilient mounting structure and a rear resilient mountingstructure, said front and rear resilient mounting structures beingsupported on the vehicle and forming supporting means for the engineunit, whereby the engine unit may have torque cushioning oscillationabout a longitudinal axis, the rear mounting structure beingnon-metallic and being arranged approximately on a transverselyextending arc with the geometrical center of said arc approximately atthe axis of the engine unit crankshaft for locating the axis ofoscillation approximately at the crankshaft axis adjacent the rearmounting structure; said rear mounting structure being so constructedand arranged to yieldingly oppose the torque cushioning oscillation ofthe engine unit on the mounting structure due to the influence incidentto the operation of the engine unit, the front and rear mountingstructures being constructed and arranged to locate the axis ofoscillation so that said axis of oscillation extends throughoutsubstantially the entire length of the engine unit approximately in thelongitudinal central vertical plane thereof.

41. The combination in a motor vehicle, of an internal combustion engineunit, a front resilient mounting structure and a rear resilient mountingstructure, said front and rear resilient mount- 7 ing structures beingsupported on the vehicle and forming supporting means for the engineunit, whereby the engine unit may have torque cushioning oscillationabout a longitudinal axis, the rear mounting structure beingnon-metallic and tion of the engine unit on the mounting structures dueto the influence incident to the operation of the engine unit, the frontmounting structure combining with the rear mounting structure toresiliently limit said oscillation and being constructed and arranged tolocate the axis of oscil- "lation so that said axis of oscillationextends throughout substantially the entire length of the engine unitapproximately in the longitudinal central vertical plane thereof ROLLANDS. TRO'I'I.

